Mustang goes to EU to race without a SRA
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From: City of Champions, MA, USA
Mustang goes to EU to race without a SRA
Looks nice but damn that is a big wing
http://www.autoblog.com/2010/04/15/c...ropean-champi/
http://www.autoblog.com/2010/04/15/c...ropean-champi/
The Marc VDS Racing Team’s official launch at Gosselies, Belgium was the venue for the world premiere of the all-new Marc VDS Mustang GT3, which will be campaigned in this year’s GT3 European Championship by Belgian Eric De Doncker and Canadian Scott Maxwell.
The latest addition to the GT3 grid weighs in at just 1350kg(2976lbs) and features a 5.3 litre V8 engine, which produces 560BHP. These performance figures, combined with the all-new transaxle on the Ford Mustang Marc VDS GT3 guarantee that the car will be a serious contender during it’s debut season.
The first car, with the chassis number MVDS001/001, was built by the team’s project partner Multimatic in Canada before being shipped to the United Kingdom, where it underwent a successful initial shakedown test at Ford’s European test facility near Luton, Bedfordshire.
De Doncker and Maxwell will race the #98 Ford Mustang Marc VDS GT3, while the drivers for the #99 car will be announced by the Marc VDS Racing Team shortly.
The Marc VDS Racing Team, together with Multimatic, will build additional cars to order, for customer race teams looking for a competitive GT3 package off the shelf. The cost of the Ford Mustang Marc VDS GT3 has yet to be confirmed.
For more information please contact the Ford Mustang Marc VDS GT3 Project Manager, Eric De Doncker, at eric@marcvds-group.com.
The latest addition to the GT3 grid weighs in at just 1350kg(2976lbs) and features a 5.3 litre V8 engine, which produces 560BHP. These performance figures, combined with the all-new transaxle on the Ford Mustang Marc VDS GT3 guarantee that the car will be a serious contender during it’s debut season.
The first car, with the chassis number MVDS001/001, was built by the team’s project partner Multimatic in Canada before being shipped to the United Kingdom, where it underwent a successful initial shakedown test at Ford’s European test facility near Luton, Bedfordshire.
De Doncker and Maxwell will race the #98 Ford Mustang Marc VDS GT3, while the drivers for the #99 car will be announced by the Marc VDS Racing Team shortly.
The Marc VDS Racing Team, together with Multimatic, will build additional cars to order, for customer race teams looking for a competitive GT3 package off the shelf. The cost of the Ford Mustang Marc VDS GT3 has yet to be confirmed.
For more information please contact the Ford Mustang Marc VDS GT3 Project Manager, Eric De Doncker, at eric@marcvds-group.com.
Last edited by super83Z; Apr 15, 2010 at 05:34 PM.
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Front Suspension:
Macpherson Strut, Dynamics suspension DSSV 4 way adjustable dampers
Rear Suspension:
Double Wishbone with pushrods, Dynamics suspension DSSV 4 way adjustable dampers
http://www.marcvds.com/gt3/page/the-gt3-car.cfm
Macpherson Strut, Dynamics suspension DSSV 4 way adjustable dampers
Rear Suspension:
Double Wishbone with pushrods, Dynamics suspension DSSV 4 way adjustable dampers
http://www.marcvds.com/gt3/page/the-gt3-car.cfm
Last edited by SSbaby; Apr 16, 2010 at 07:46 AM.
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A splitter will do a lot to keep lift from building under the car, particularly under the hood.
The canard flaring at the wheelwells creates a vacuum which assists in drawing air through the wheels and wheelwells. That can be a plus-plus. Cool the brakes and draw underhood circulation while adding downforce in the process.
The wheelarch size can mean one or two things... The size can be mandated via the rules and/or the heat control mandates having the arches be as large as possible as the frame length and body rules do not allow laying the radiator back.
More overhang is actually a good thing aerowise as it's conducive to getting the air over the car, but the rules for body shape can dictate just how far you can get the leading edge from the production version of a vehicle..
The 'stang is an aero "brick" and it's clear they are going as far as the rules allow to get the splitter and rear wing as far fore and aft as they can.
Last edited by 1fastdog; Apr 16, 2010 at 08:52 AM.
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It gets very hot with the engine and brakes doing what they do... Getting air out is key for temp control and minimizing lift.
A splitter will do a lot to keep lift from building under the car, particularly under the hood.
The canard flaring at the wheelwells creates a vacuum which assists in drawing air through the wheels and wheelwells. That can be a plus-plus. Cool the brakes and draw underhood circulation while adding downforce in the process.
The wheelarch size can mean one or two things... The size can be mandated via the rules and/or the heat control mandates having the arches be as large as possible as the frame length and body rules do not allow laying the radiator back.
More overhang is actually a good thing aerowise as it's conducive to getting the air over the car, but the rules for body shape can dictate just how far you can get the leading edge from the production version of a vehicle..
The 'stang is an aero "brick" and it's clear they are going as far as the rules allow to get the splitter and rear wing as far fore and aft as they can.
A splitter will do a lot to keep lift from building under the car, particularly under the hood.
The canard flaring at the wheelwells creates a vacuum which assists in drawing air through the wheels and wheelwells. That can be a plus-plus. Cool the brakes and draw underhood circulation while adding downforce in the process.
The wheelarch size can mean one or two things... The size can be mandated via the rules and/or the heat control mandates having the arches be as large as possible as the frame length and body rules do not allow laying the radiator back.
More overhang is actually a good thing aerowise as it's conducive to getting the air over the car, but the rules for body shape can dictate just how far you can get the leading edge from the production version of a vehicle..
The 'stang is an aero "brick" and it's clear they are going as far as the rules allow to get the splitter and rear wing as far fore and aft as they can.
You're not kidding either with the aero bits because this Mustang is near limousine length at just over 5m!!!
Aero balance is absolutely crucial in this class of racing!
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I'm fortunate to have met and have gotten to speak with some folks that truly know their stuff. I have also found that the sharpest engineers are happy to explain the physics and mindset involved in problem solving.
You would be surprised what folks will tell you if you are actually interested. I sometimes marvel at how lucky I am.
Last edited by 1fastdog; Apr 16, 2010 at 09:22 AM.
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